US8091837B2 - Reduction of frictional losses in the region of boundary layers on surfaces, around which a fluid flows - Google Patents

Reduction of frictional losses in the region of boundary layers on surfaces, around which a fluid flows Download PDF

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Publication number
US8091837B2
US8091837B2 US11/911,138 US91113806A US8091837B2 US 8091837 B2 US8091837 B2 US 8091837B2 US 91113806 A US91113806 A US 91113806A US 8091837 B2 US8091837 B2 US 8091837B2
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United States
Prior art keywords
aerodynamic body
throttle section
section
suction
nozzles
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Expired - Fee Related, expires
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US11/911,138
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US20090266937A1 (en
Inventor
Eckart Frankenberger
Matthias Meussen
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Airbus Operations GmbH
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Airbus Operations GmbH
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Assigned to AIRBUS DEUTSCHLAND GMBH reassignment AIRBUS DEUTSCHLAND GMBH ASSIGNMENT OF ASSIGNORS INTEREST (SEE DOCUMENT FOR DETAILS). Assignors: FRANKENBERGER, ECKART, MEUSSEN, MATTHIAS
Publication of US20090266937A1 publication Critical patent/US20090266937A1/en
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F15—FLUID-PRESSURE ACTUATORS; HYDRAULICS OR PNEUMATICS IN GENERAL
    • F15D—FLUID DYNAMICS, i.e. METHODS OR MEANS FOR INFLUENCING THE FLOW OF GASES OR LIQUIDS
    • F15D1/00—Influencing flow of fluids
    • F15D1/10—Influencing flow of fluids around bodies of solid material
    • F15D1/12—Influencing flow of fluids around bodies of solid material by influencing the boundary layer
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64C—AEROPLANES; HELICOPTERS
    • B64C21/00—Influencing air flow over aircraft surfaces by affecting boundary layer flow
    • B64C21/02—Influencing air flow over aircraft surfaces by affecting boundary layer flow by use of slot, ducts, porous areas or the like
    • B64C21/06—Influencing air flow over aircraft surfaces by affecting boundary layer flow by use of slot, ducts, porous areas or the like for sucking
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64C—AEROPLANES; HELICOPTERS
    • B64C2230/00—Boundary layer controls
    • B64C2230/04—Boundary layer controls by actively generating fluid flow
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64C—AEROPLANES; HELICOPTERS
    • B64C2230/00—Boundary layer controls
    • B64C2230/22—Boundary layer controls by using a surface having multiple apertures of relatively small openings other than slots
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T50/00—Aeronautics or air transport
    • Y02T50/10—Drag reduction

Definitions

  • the field relates to a realization for reducing the frictional losses in the region of boundary layers on surfaces, around which a fluid flows.
  • the field specifically pertains to an aerodynamic body with a plurality of nozzles for throttling a fluid flow to be removed by suction through the nozzles in a self-regulated fashion.
  • the field also relates to an aircraft equipped with such a suction system.
  • the field pertains to the utilization of a plurality of the aforementioned throttling nozzles for reducing the frictional losses on a surface, around which a fluid flows.
  • aerodynamic body generally refers to the components of an aircraft that are respectively subjected to dynamic lifting forces forces of suction in-flight due to the air flowing around them.
  • aerodynamic bodies of the aerodynamic body group comprising the fuselage, the airfoils, the elevator unit, the rudder unit and the engine fairings.
  • boundary layer laminar or turbulent
  • the respective type of boundary layer (laminar or turbulent) formed by the fluid flowing over the surface of a solid body significantly influences the flow resistance and the frictional losses associated therewith: when a laminar boundary layer is formed, comparatively low relative velocities occur directly on the surface of the body, around which the fluid flows, wherein the resulting frictional forces are also relatively low as shown in FIG. 1 a .
  • a turbulent boundary layer may result in comparatively high relative velocities directly on the surface the body, around which the fluid flows, wherein these relative velocities approximately correspond to the velocity of the fluid on the surface of the body outside the boundary layer such that correspondingly high frictional forces occur as graphically illustrated in FIG. 1 c.
  • the boundary layer is constantly maintained in the laminar range by removing a suitable volumetric fluid flow from the boundary layer in a planar fashion by suction as schematically illustrated in FIG. 1 b .
  • the fluid volume to be removed by suction is dependent on the distribution of the pressure and the lift in the flow direction.
  • Such a volumetric flow may be generated by means of suction, for example, by providing the body, around which the fluid flows, with a micro-perforated surface such that a suitable volumetric flow can be removed by suction with the aid of suction chambers arranged underneath the micro-perforated surface as schematically illustrated in FIG. 2 .
  • this realization for stabilizing a boundary layer in the laminar range by generating a volumetric suction flow may have disadvantages.
  • an adaptation of the suction power to pressure conditions that are variant with respect to the time and/or the location in the flow direction may not be possible or may require an unjustifiable expenditure for the number of suction chambers and/or a corresponding control for the suction system. Consequently, either an insufficient or an excessive air volume may be removed by suction with the known realization for stabilizing a boundary layer in the laminar range by generating a volumetric suction flow with the aid of a micro-perforated surface.
  • a specially designed aerodynamic body with a correspondingly equipped aircraft and with the utilization of a plurality of the aforementioned throttling nozzles are provided.
  • This may provide a realization for stabilizing a boundary layer in the laminar range by removing by suction, a suitable volumetric flow on an aerodynamic body, around which a fluid flows, wherein the realization continuously adjusts the volumetric flow removed by suction optimally and automatically to the location- and time-variant distribution of the pressure and the lift on the body, around which the fluid flows.
  • the aerodynamic body comprises a plurality of nozzles in its surface that serve for throttling the fluid flow to be removed by suction through the nozzles in a self-regulated fashion.
  • These nozzles respectively comprise a throttle section that is defined by an inlet and an outlet.
  • the interior wall of the throttle section is realized in such a way that the effective flow cross section of the nozzle is reduced in a self-regulated fashion as the suction or pressure differential between the inlet and the outlet of the throttle section increases due to the formation of turbulences on the interior wall of the throttle section.
  • a basic concept therefore consists of utilizing the flow conditions and the associated pressure conditions occurring on the surface of the aerodynamic body in connection with the throttling nozzles, namely by taking advantage of the fact that the lowest forces of suction or pressure always act upon the locations of the aerodynamic body surface, at which the highest flow velocities occur (suction with negative sign!).
  • a throttling nozzle When the outlet of such a throttling nozzle is subjected to a defined suction pressure in the region of high flow velocities that is (not much) lower than the force of suction acting upon the surface, a laminar volumetric fluid flow is formed in the throttle section of the nozzle.
  • the effective nozzle diameter or the effective flow cross section of the nozzle is reduced in that turbulences are created on the interior wall of the throttle section such that the unobstructed flow of the fluid through the nozzle is impaired.
  • the flow velocity of the fluid flow to be removed by suction through the nozzle increases as the pressure differential between the inlet and the outlet of the throttle section rises, the effect of the turbulences being created increases, in comparison, more significantly such that the volumetric flow trough the throttle section is reduced.
  • a very low drop of pressure or suction between the inlet and the outlet of the throttle section may result in an approximately laminar flow therein such that the flow cross section substantially corresponds to the clear cross section of the throttle section.
  • a significant drop of pressure occurs between the inlet and the outlet of the throttle section, rather turbulent flow conditions may be created in the throttle section such that the effective flow cross section of the throttle section is reduced.
  • the throttling nozzle according to one example, to remove a large volumetric flow by suction in regions of high flow velocities and therefore, turbulent boundary layers that result in high frictional losses while a small volumetric flow is removed by suction in regions of lower flow velocities and therefore, laminar boundary layers that result in low frictional losses.
  • the volumetric flow removed by suction therefore may be adjusted to the respectively required location- and time-variant suction on a boundary layer under different operating conditions.
  • throttling nozzle Due to the throttling nozzle according to one example, it may be ensured that an optimal volumetric flow is always removed by suction through each throttling nozzle in the surface with only a single suction chamber arranged underneath the surface of the aerodynamic body, around which the fluid flows.
  • the throttle section may be realized in the form of a labyrinth in order to ensure that the desired turbulences can be created over the throttle section of the nozzle. This refers to any design of the interior wall that causes the desired turbulences to be created over the throttle section.
  • the interior wall of the throttle section may be realized in the form of a sharp-edged serrated section that is, for example, cut or punched into the material of the nozzle wall.
  • a sharp-edged serrated section instead of realizing the interior wall of the throttle section in the form of a sharp-edged serrated section, it would also be conceivable to choose other shapes that lead to the creation of turbulences. For example, it would be possible to provide the cross section of the interior wall with arc-shaped projections that result in turbulences of the fluid flowing past them.
  • the interior wall of the throttle section may also be designed in many other ways that naturally will be taken into consideration by a person skilled in the art depending on the respective application.
  • the cross section of the above-mentioned serrated section has a continuous, repetitive concave shape (concave wave shape) such that corresponding turbulences are created in the thusly formed recesses.
  • the serrated section may be cut into the material of the nozzle wall. This makes it possible to arrange the serrated section along the interior wall of the throttle section in the form of a helix.
  • the throttle section may, as mentioned above, be cut into a wall of the nozzle that is arranged in front of the first material layer. If the throttle section extends substantially parallel to and does not completely penetrate this first material layer, both sides of the first material layer are coated with a second material layer that is respectively provided with corresponding openings or bores in order to form the inlet and the outlet of the throttle section.
  • These second material layers that serve as a coating for the first material layer and one of which forms the surface of the aerodynamic body may be realized very thin and consist, for example, of an aluminium alloy.
  • the first material layer that contains the throttle sections in contrast, may consist of an arbitrary material such as, for example, metal, plastic or the like.
  • the thickness of the first material layer should approximately correspond to the bore diameter of the openings or bores in the second material layers.
  • the throttle section extends into the plane of and completely penetrates the first material layer such that the first material layer needs to be coated with the second material layers on both sides in order to form the throttle sections.
  • this coating expenditure can be prevented if the throttle sections do not completely penetrate the first material layer, but rather are cut, for example, into the first material layer, i.e., into the surface of the aerodynamic body, approximately perpendicular.
  • the aerodynamic body Due to the special design of the nozzles to be arranged in the surface of the aerodynamic body, it may suffice to provide the aerodynamic body with only a single suction chamber that subjects the outlets of the plurality of throttling nozzles to a suction flow.
  • This single suction chamber may be situated, for example, directly underneath the surface of the aerodynamic body and subjected to a defined negative pressure with the aid of a suitable pump.
  • the determining factor for the suction power of the suction chamber is the lowest local pressure in the boundary layer of the body, around which the fluid flows, at which a defined volumetric flow just barely needs to be removed by suction.
  • suction systems can be designed in a more purposeful and smaller fashion because the self-regulated flow rates make it possible to prevent the removal of excessive volumetric flows by suction. This has particularly advantageous effects if the pressure distributions vary in-flight as it may occur, for example, on the airfoils and/or on the elevator and rudder units.
  • the basic objective thereof is attained with an aircraft, the skin of which is at least sectionally realized in the form of an aerodynamic body with the above-described characteristics.
  • an aircraft the skin of which is at least sectionally realized in the form of an aerodynamic body with the above-described characteristics.
  • the aerodynamic bodies of the aerodynamic body group comprising the fuselage, the airfoils, the elevator unit, the rudder unit and the engine fairings may be at least sectionally realized in the form of the above-described aerodynamic body.
  • the basic objective thereof is attained with the utilization of a plurality of throttling nozzles with the above-described characteristics in the surface of an aerodynamic body or in the skin of an aircraft in order to reduce the frictional losses on the surface or the skin by removing a volumetric flow of the fluid that is self-regulated by the throttling nozzles from the surface by suction through the plurality of throttling nozzles with a single suction chamber such that the boundary layer of the fluid flow on the surface, around which the fluid flows, is stabilized in the laminar range.
  • the present invention a self-regulated adjustment of the respectively required suction power to the respectively location- and time-variant pressure and lift conditions may be provided. Since this eliminates the need to provide a plurality of suction chambers in dependence on the respectively prevailing pressure conditions, a certain reduction of the weight and the installation expenditure can be achieved due to the simple design of the suction system according to one example that can also be realized in a more easily accessible fashion. The above-mentioned weight reduction consequently may make it possible to lower the requirements to be fulfilled by the materials used.
  • the weight reduction achieved with the invention makes it possible to arrange the nozzles in a first material layer with higher density (such as, for example, different metals or plastics) as described above.
  • FIG. 1 a shows a laminar velocity profile on a surface, around which a fluid flows
  • FIG. 1 b shows a suction-stabilized laminar velocity profile on a surface, around which a fluid flows
  • FIG. 1 c shows a turbulent velocity profile on a surface, around which a fluid flows
  • FIG. 2 shows a cross section through an airfoil with a conventional suction system featuring microscopic bores and several suction chambers;
  • FIG. 3 shows a cross section and a projection of the pressure and lift distribution on an airfoil
  • FIG. 4 a schematically shows the flow conditions in a throttling nozzle of the aerodynamic body according to one example at a low pressure differential
  • FIG. 4 b schematically shows the flow conditions in a throttling nozzle of the aerodynamic body according to one example at a higher pressure differential
  • FIG. 5 shows a preferred nozzle design
  • aerodynamic body generally refers to the components of an aircraft that are respectively subjected to dynamic lifting forces forces of suction in-flight due to the air flowing around them.
  • aerodynamic bodies of the aerodynamic body group comprising the fuselage, the airfoils, the elevator unit, the rudder unit and the engine fairings.
  • FIGS. 1 a - 1 c show three different velocity profiles as they occur under different flow conditions.
  • FIG. 1 a shows an optimal flow profile with a laminar boundary layer. According to this figure, the velocity drops from its maximum volume outside the boundary layer to a value near zero at the transition to the airfoil 8 , around which the fluid flows. If the velocity drops to a value near zero at the transition to the airfoil 8 as shown, this means that only low frictional losses occur.
  • FIG. 1 c shows the velocity profile of a turbulent flow above the airfoil 8 .
  • the velocity at the transition to the airfoil 8 also drops to a value near zero in this case, this drop only occurs very close to the airfoil 8 such that significant frictional losses occur in the region of the boundary layer 4 .
  • FIG. 2 A conventional suction system of this type is shown in FIG. 2 .
  • the airfoil 8 comprises a section with a micro-perforated surface that contains a plurality of microscopic bores 9 .
  • this suction system is disadvantageous in that several suction chambers 11 need to be provided in order to remove a suitable volumetric flow of the fluid flowing around the airfoil 8 with each individual suction chamber depending on the prevailing lift conditions indicated in FIG. 3 .
  • the diameter of the microscopic bores 9 needs to be varied in order to achieve an optimal result with the conventional suction system shown in FIG. 2 .
  • the lift distribution on a body, around which a fluid flows such as the airfoils 8 shown in FIG. 3 not only changes in the flow direction of the airfoil 8 , but also over the spread of the airfoil 8 as indicated in the bottom illustration of FIG. 3 .
  • This spatial lift distribution naturally is also time-variant and can hardly be managed with the conventional suction system shown in FIG. 2 .
  • a throttling nozzle 1 extends through the surface of an airfoil 8 .
  • This nozzle comprises a throttle section 5 that extends substantially perpendicularly through a first material layer 6 between an inlet 2 and an outlet 3 .
  • This outlet section 3 features an interior wall that is realized in the form of a sharp-edged serrated section 4 in this case.
  • This serrated section 4 may be cut into the first material layer 6 , for example, in the form of a helix, such that a three-dimensional screw thread is created.
  • the serrated section 4 penetrates the first material layer 6 in its plane only as shown in FIG. 5 , in which case, the serrations of one side lie opposite of the concave recesses of the other side.
  • the pressure differential between the lift P a and the suction pressure P i is relatively low. In the lift profile shown in FIG. 3 , this situation occurs approximately at the location, at which the lifting forces are drawn at their maximum.
  • the relatively low pressure differential between the lift P a and the suction pressure P i results in a laminar volumetric flow being removed by suction through the throttling nozzle 1 .
  • the effective flow cross section A w of the throttling nozzles 1 approximately corresponds to clear cross section of the throttle section 5 such that a comparatively large fluid flow is removed by suction.
  • such an intensive removal by suction may be the desired result because the highest velocities occur in the region of the greatest lifting forces, in which the risk of a turbulent boundary layer being created is at its greatest.
  • the throttling nozzle 1 is composed of three material layers of 6 , 7 , 7 ′, wherein the outermost layer 7 ′ simultaneously forms the surface of an airfoil 8 according to one example.
  • the throttle section 5 extends substantially parallel to and completely penetrates the first material layer 6 .
  • the outer layer 7 ′ contains suitable bores that form the inlet 2 of the throttle section 5 and may utilize very thin material, e.g., of an aluminum alloy.
  • the inner layer 7 may be realized analogously and also features a bore that forms the outlet 3 of the throttling nozzle.
  • This first material layer 6 has a thickness that approximately corresponds to the bore diameter of the second layer 7 , 7 ′ and may not exceed 0.5 mm.
  • the first material layer 6 may also be realized such that hot air for heating the skin of an aircraft is conveyed through this layer in special auxiliary air channels.
  • this layer in the form of a thermal mat with resistance wires that is heated electrically. This embodiment is advantageous in that the formation of ice on the surface can be reduced or even prevented in this fashion.

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  • Engineering & Computer Science (AREA)
  • Combustion & Propulsion (AREA)
  • Fluid Mechanics (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Physics & Mathematics (AREA)
  • Aviation & Aerospace Engineering (AREA)
  • Aerodynamic Tests, Hydrodynamic Tests, Wind Tunnels, And Water Tanks (AREA)
  • Jet Pumps And Other Pumps (AREA)
  • Structures Of Non-Positive Displacement Pumps (AREA)
  • Turbine Rotor Nozzle Sealing (AREA)
  • Laminated Bodies (AREA)
US11/911,138 2005-04-11 2006-04-05 Reduction of frictional losses in the region of boundary layers on surfaces, around which a fluid flows Expired - Fee Related US8091837B2 (en)

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US11/911,138 US8091837B2 (en) 2005-04-11 2006-04-05 Reduction of frictional losses in the region of boundary layers on surfaces, around which a fluid flows

Applications Claiming Priority (6)

Application Number Priority Date Filing Date Title
US67020005P 2005-04-11 2005-04-11
DE102005016570 2005-04-11
DE102005016570A DE102005016570A1 (de) 2005-04-11 2005-04-11 Reduzierung von Reibungsverlusten im Bereich von Grenzschichten an fluidumströmten Oberflächen
DE102005016570.2 2005-04-11
PCT/EP2006/003094 WO2006108542A1 (fr) 2005-04-11 2006-04-05 Reduction de pertes par frottement dans la region de couches limites sur des surfaces autour desquelles un fluide s'ecoule
US11/911,138 US8091837B2 (en) 2005-04-11 2006-04-05 Reduction of frictional losses in the region of boundary layers on surfaces, around which a fluid flows

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US20090266937A1 US20090266937A1 (en) 2009-10-29
US8091837B2 true US8091837B2 (en) 2012-01-10

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US (1) US8091837B2 (fr)
EP (1) EP1868890B1 (fr)
JP (1) JP4876273B2 (fr)
CN (1) CN100586793C (fr)
BR (1) BRPI0608365A2 (fr)
CA (1) CA2597642C (fr)
DE (2) DE102005016570A1 (fr)
RU (1) RU2399555C2 (fr)
WO (1) WO2006108542A1 (fr)

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US20140021304A1 (en) * 2010-04-12 2014-01-23 Airbus Operations Gmbh Profile plate portion for use as an outer wall of a flow body, method for manufacturing a profile plate portion and flow body component comprising a suction-extraction device for fluid
US8800915B2 (en) 2009-09-30 2014-08-12 Airbus Operations Gmbh Device for boundary layer suction and composite component therefor
US20150292533A1 (en) * 2014-04-09 2015-10-15 University Of Florida Research Foundation Noise control of cavity flows using active and/or passive receptive channels
US10829205B2 (en) 2015-07-03 2020-11-10 Airbus Operations Gmbh Integral component with an active flow control device
US10967955B2 (en) * 2017-10-09 2021-04-06 Airbus Operations Gmbh Vertical tail unit for flow control
US10974817B2 (en) * 2017-10-09 2021-04-13 Airbus Operations Gmbh Vertical tail unit for flow control
US11040769B2 (en) * 2017-07-11 2021-06-22 Airbus Operations Gmbh Leading edge structure for a flow control system of an aircraft
US11142296B2 (en) 2017-10-20 2021-10-12 Airbus Operations Limited Apparatus for laminar flow control
US11220345B2 (en) 2017-12-28 2022-01-11 Airbus Operations Gmbh Leading edge structure for a flow control system of an aircraft

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GB201114433D0 (en) * 2011-08-22 2011-10-05 Airbus Operations Ltd Wing leading edge venting
US9758240B2 (en) * 2014-04-25 2017-09-12 Rohr, Inc. Modular plenum and duct system for controlling boundary layer airflow
US10000277B2 (en) * 2014-10-16 2018-06-19 Rohr, Inc. Perforated surface for suction-type laminar flow control
ES2688537T3 (es) * 2016-01-12 2018-11-05 Airbus Operations, S.L. Borde de ataque con control del flujo laminar y procedimiento de fabricación del mismo
US20170198988A1 (en) * 2016-01-13 2017-07-13 Hamilton Sundstrand Corporation Vanes for heat exchangers
US10605280B2 (en) * 2016-11-06 2020-03-31 The Boeing Company Phase tailoring for resonant flow devices
CN107150788A (zh) 2017-04-26 2017-09-12 朱晓义 一种产生更大升力的固定翼飞行器
WO2018196810A1 (fr) * 2017-04-26 2018-11-01 朱晓义 Aéronef ayant une plus grande propulsion et une plus grande portance à partir d'une continuité fluidique
US11433990B2 (en) 2018-07-09 2022-09-06 Rohr, Inc. Active laminar flow control system with composite panel
CN109033645B (zh) * 2018-07-31 2023-04-07 中国人民解放军海军工程大学 一种新型船舵防腐蚀电极及其设计方法
RU2734664C1 (ru) * 2020-04-03 2020-10-21 Федеральное Государственное Казенное Военное Образовательное Учреждение Высшего Образования "Тихоокеанское Высшее Военно-Морское Училище Имени С.О. Макарова" Министерства Обороны Российской Федерации (Г. Владивосток) Перфорированная конструкция внешней поверхности тела вращения с комбинированными отверстиями и каналом отсоса

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US3203648A (en) 1961-12-26 1965-08-31 Northrop Corp Means for removing boundary layer air from aircraft
US3719207A (en) 1969-11-13 1973-03-06 Fuji Photo Film Co Ltd Apparatus for transporting fluid
US4671474A (en) 1984-06-21 1987-06-09 The Boeing Company Fluid control apparatus and method utilizing cellular array containing mini-vortex flow patterns
FR2583118A1 (fr) 1985-06-10 1986-12-12 Irrifrance Sa Ste Nle Dispositif dissipateur d'energie a chicanes et cavites a effet tourbillonnaire
US4932612A (en) 1986-02-25 1990-06-12 Blackwelder Ron F Method and apparatus for reducing turbulent skin friction
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JP2003503263A (ja) 1999-06-24 2003-01-28 ビ−エイイ− システムズ パブリック リミテッド カンパニ− 層流制御システムと、それと共に使用するためのサクションパネル
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US8800915B2 (en) 2009-09-30 2014-08-12 Airbus Operations Gmbh Device for boundary layer suction and composite component therefor
US20140021304A1 (en) * 2010-04-12 2014-01-23 Airbus Operations Gmbh Profile plate portion for use as an outer wall of a flow body, method for manufacturing a profile plate portion and flow body component comprising a suction-extraction device for fluid
US9511848B2 (en) * 2010-04-12 2016-12-06 Airbus Operations Gmbh Profile plate portion for use as an outer wall of a flow body, method for manufacturing a profile plate portion and flow body component comprising a suction-extraction device for fluid
US20150292533A1 (en) * 2014-04-09 2015-10-15 University Of Florida Research Foundation Noise control of cavity flows using active and/or passive receptive channels
US9746010B2 (en) * 2014-04-09 2017-08-29 University Of Florida Research Foundation, Incorporated Noise control of cavity flows using active and/or passive receptive channels
US10829205B2 (en) 2015-07-03 2020-11-10 Airbus Operations Gmbh Integral component with an active flow control device
US11040769B2 (en) * 2017-07-11 2021-06-22 Airbus Operations Gmbh Leading edge structure for a flow control system of an aircraft
US10967955B2 (en) * 2017-10-09 2021-04-06 Airbus Operations Gmbh Vertical tail unit for flow control
US10974817B2 (en) * 2017-10-09 2021-04-13 Airbus Operations Gmbh Vertical tail unit for flow control
US11565795B2 (en) 2017-10-09 2023-01-31 Airbus Operations Gmbh Vertical tail unit for flow control
US11142296B2 (en) 2017-10-20 2021-10-12 Airbus Operations Limited Apparatus for laminar flow control
US11220345B2 (en) 2017-12-28 2022-01-11 Airbus Operations Gmbh Leading edge structure for a flow control system of an aircraft

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DE602006007327D1 (de) 2009-07-30
RU2007139985A (ru) 2009-05-20
BRPI0608365A2 (pt) 2009-12-29
RU2399555C2 (ru) 2010-09-20
JP2008535720A (ja) 2008-09-04
CA2597642A1 (fr) 2006-10-19
JP4876273B2 (ja) 2012-02-15
CN100586793C (zh) 2010-02-03
WO2006108542A1 (fr) 2006-10-19
CA2597642C (fr) 2012-12-18
EP1868890A1 (fr) 2007-12-26
CN101155727A (zh) 2008-04-02
DE102005016570A1 (de) 2006-10-19
US20090266937A1 (en) 2009-10-29
EP1868890B1 (fr) 2009-06-17

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